Telescopic compound engine.



No. 707,647, Patented Aug. 26, I902.

W. SCHNEIDER.

TELESCOPIG COMPOUND ENGINE.

(Application flied Mar. 28, 1901.) (No Model.) 4 Sheets-Shoot l.

PatentodAug. 26, I902.

W. SCHNEIDER. TELESCUPIG COMPOUND ENGINE.

' (Application filed Mar. 33', 1901.) I

4 Shanta-Sheet 2.

(No Model.)

Tu: ucnms PmRs co. PnomLnno. wAsnmarou. n. c.

' Patented Aug. 26, I902. W. SCHNEIDER.

TELESBOPIO COMPOUND ENGINE.

(Application filed Mar. 28, 1901.]

4 Shank-Shoat 4.

(No Model.)

THE nouns PEYERS 0o. wnovaumo. WASMNOYUm n. cy

Urrnn STATES PATENT OFFICE.

WVILLIAM SCHNEIDER, OF CHICAGO, ILLINOIS, ASSIGNOR TO THE WIII'I" FIELDCOMPANY, OF MEMPHIS, TENNESSEE, A CORPORATION OF MISSISSIPPI.

TELESCOPIC COMPOUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 707,647, dated August26, 1902.

Application filed March 23, 1901. Serial No. 52,628. (No model.

To all whom it may concern:

Be it known that I, WILLIAM SCHNEIDER, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Telescopic CompoundEngines; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, referencebeing had to the accompanyingdrawings, and to letters and figures ofreference marked thereon, which form a part of this specification.

This invention has relation to telescopic compound steam-engines,andmore especially to that type known as locomobile-engines, the inventionhaving for its object certain improvements in the construction, wherebythe efficiency of the engine is increased, its general constructionsimplified,and the cost of op erating the same materially reduced.objects I attain in the manner and by the means as hereinafter fullydescribed, and

illustrated in the accompanying drawings, in which Figure 1 is anelevation of a twin compound locomobile-engine embodying my invention, aportion of the valve-gear for changing the operation of the engine fromcompound to semicompound, and vice versa, and for changing the directionof rotation of the crankshaft being removed. Fig. 2 is an under sideview thereof, the valve-rods being shown in section and the rock-shaftsand connections with said valve-rods removed. Fig. 3 is a verticalsection through one of the engines. Fig. 4 is an elevation of theengine-valve drawn to an enlarged'scalaand Fig. 5 is a section of saidvalve on line A B. Figs. 6 to 9, inclusive, are sections of thevalve-casing and steam-chest, taken, respectively, on lines C D, E F, GH, and I K of Fig. 3 and drawn to an enlarged scale. Figs. 10 and 11 aresections taken, respectively, on the irregular lines L 1W1 N P and L O QP of Fig. 2, drawn to an enlarged scale; and Fig. 12 is a fragmentarydetail sectional view of the air-pipe of the engine. Fig. 13 is afragmentary ele- These vation of the outer end or extensions of the highand low pressure cylinders, illustrating a modified arrangement of aircompressing and forcing appliances. Fig. 14 is a crosssection on line RS of Fig. 13, and Fig. 15 is a verticalfragmeutary section on line P Qof Fig. 14. I

In the above drawings I have illustrated my improvements in theirapplication to a twin telescopic compound locomobile-engine, thereciprocating high-pressure piston-cylinders of which are connected in awell-known man ner to one and the same crankshaft, which latter is to begeared, also in a well-known manner, to the driving-axle of the vehicleby sprocket-and-chain gearing. Idesire it to be understood, however,that I do not limit this invention to its application to twinlocomobile-engines, as asingle engine may be used; nor do I desire tolimit the application of certain features of thisinvention tolocomobileengines, as they can be applied with equally good results tostationary and marine engines of the telescopic type.

Referring now to the drawings,and as shown in Fig. 3, it beingunderstood that both en gines are alike in construction, the head 0 ofthe low-pressure cylinder at is chambered, as shown at (Z, and hassecured thereto or preferably formed integral therewith a tubularextension 6, to which is secured the stationary piston-abutment f, whichlatter is likewise chambered, as shown at g, said annular chamber g, thetubular extension 6, and the annular chamber d constituting thesteamchest, the chambers d in cylinder-head c being closed by acap-plate h, common to both low-pressure cylinders, as shown in Fig. 2.

This cap-plate h has'secu red thereto or formed thereon a casing i atright angles to the vertical axes of the low-pressure cylinders, and.has formed therein a passage on either side of the partition 7c, Fig. 2.On one side of said partition 70 and at a point between the twolow-pressure cylinders the casing 11 has two openings or branches 1 and2, theformer be ing the steam-inlet branch, which is to be connectedwith the source of live steam, while the latter branch 2 is the exhaustbranch,

Figs. 2, 10, and 11. The branch 1 leads to a passage 3, the oppositeends of which are in communication with the annular chambers 61 in theheads 0 of the low-pressure cylinders, as shown in dotted lines in Fig.2 and in full lines in Fig. 10, and as chambers cl are in communicationwith the chamber 9 in stationary abutments f through tubular extension 6of the cylinder-heads c, which extension is doubio-walled or formed ofconcentric tubes to form between them a chamber 5, Figs. 3 and 7, thatsurrounds the inner space of said extension, which inner spaceconstitutes the va-lve-casing Z, and as said extension is arrangedaxially within the high and low pres sure cylinders a b, and as saidvalve-casing or the tubular valve therein acts as a receiver, the partsare steam-jacketed both internally and externally, and loss of steam bycondensation is practically reduced to a minimum.

The exhaust branch 2 is in communication with a passage 6, whoseopposite ends are in communication wit-h the exhaust-chambers 7, formedat opposite ends of casing 2', as shown in dotted lines in .Fig. 2 andin full lines in Figs. 3 and 11, said casing 21 being provided withbearings through which the valve-rods extend, and said exhaust-chambers7 are in communication with their respective lowpressure cylindersthrough ports 4 and passages 9 in extension e and the heads 0 of thelow-pressure cylinders. (See Figs. 3 and 9.)

The high-pressure cylinder b, whose inner head constitutes thedifferential piston for the high and low pressure cylinder, works insaid low-pressure cylinder and on the stationary abutment, bothcylinders having tubular extensions of reduced diameter, the extension mof the low-pressure cylinder serving as a guide for the extension 17. ofthe highpressure cylinder.

In the head 8 of the low-pressure cylinder is formed an annular chamber0, constituting an air-chamber, and the tubular extension n of thehigh-pressure cylinders is closed at asuitable point from its outer openend toform an air-chamber p, which latter has ports 10 leading to areduced portion 20 of said tubular extension n and forming an annularexhaust-passage, so that during the instroke of the high-pressurepiston-cylinder b the air will be exhausted into the air-chamber 0 inthe head 8 of the low-pressure cylinders.

-The extensions m of the low-pressure cylinders a have formed thereinthe bearings for the crank-shaft q and have a bifurcated extension 1"for the usual brace for keeping the driving-chain taut, and to thecranks of said shaft q are connected the high-pressure piston-cylindersb by means of connecting or driving rods's in a well-known manner.

On the low-pressure cylinders a are formed brackets i, Fig. 2, forsecuring them to the vehicle, also in a well-known manner.

Between the extensions m of the low-pressure cylinders a are two pipes u'0, communicating with the air-chambers 0, said pipes being secured toopposite branches of a fourway union or coupling to, to the third branchof which is connected one end of a relief-pipe w, whose opposite end isconnected with the exhaust branch 2, and to the fourth branch of saidcoupling is connected a pipe y, provided with a regulating-cock 18. Thispipe y is intended to be connected with the storage-chamber for theliquid fuel which supplies heat to the steam-generator.

As is well known, the heat necessary to generate steam forlocomobile-engines is generally derived from a more or less volatileliquid hydrocarbon, and in order to supply the air necessary tocombustion for generating steam the hydrocarbon-reservoir, or a separatereservoir in communication therewith,is charged with compressed air.Owing to the limited space available on vehicles the quantity of airunder pressure stored is comparatively small, so that the distancetraveled by the vehicle is correspondingly short,and as the air isstored under pressure by means of a handpump frequent stoppages arenecessary to renew the supply of compressed air. This is obviated by thearrangement of air-chambers" and pipe connections above described andthe following appliances: In the upper or outer head of thehigh-pressure cylinders 19 are formed air-ports closedbyinwardly-opening sprin -seated valves .2, so that as the highpressurepiston-cylinderb makes its up or out stroke said valves open to admitair into chamber 19, which, as heretofore stated, is exhausted intochamber 0 in the low-pressure cylinders and driven out on the down or instroke of said piston -cylinders b into the coupling 20 and pipes m y,the high-pressure piston-cylinder acting also as an air-pump plunger. Inpipe 50 is arranged a checkvalve 14, Fig. 12, held to its seat by aspring 3, the tension of which is regulated in accordance with thepressure to be maintained in the hydrocarbon-storage tank or thecompressedair reservoir connected therewith, so that as soon as saidpressure exceeds the predetermined pressure valve 14 opens and relievesthe reservoir from overpressure, as will be readily understood. I thusprovide a means whereby the pressure of the air necessary to form withthe hydrocarbon a combustible heating fluid or to support combustion atthe generator-burners is automatically maintained for a period that islimited only by the capacity of the storage-tank for the hydrocarbon.Hence the vehicle can be driven for a much longer period of time than isthe case with the hand-operated pumps now in use, while the capacity ofthe fuel-storage tank can be materially increased.

It will be seen that pipe w may be used as a relief-pipe only by closingstop-cock 18 in pipe y, and in practice I propose to connect said pipeby means of a flexible detachable pipe with the aforesaid reservoir ortank. On the other hand, it will be evident to any skilled mechanic thatthe air-chamber in the outer end of the high-pressure piston-cylinderscould be dispensedwith, in which case the valve-controlled air-inletports will be located in the outer or upper heads of the lowpressurecylinders, and as such an arrangement is so obvious I have deemed itunnecessary to illustrate the same.

Although the above-described arrangement for relieving the high and lowpressure cyl-;

inder extensions of air-pressure and utilizing such air ora part thereoffor purposes stated portion of a reduced diameter extending nearlyaround said extension, forming an annular shoulder 19. The extension inof the low-pressure cylinder at has a corresponding internal reducedportion, forming a shoulder 16,the nearly-annular chamber 17 thus formedconstituting a pumping-chamber, the shoul-- ders 19 onhigh-pressure-cylinder extension n performing the function of plunger.As stated, this pumping-chamber 17 does not extend clear around theextensions 12 m, but

terminates at points on either side of the exhaust-port 10 andexhaust-passage 20 in highpressure-cylinder extension, so'as not tointerfere with the relieving of the chamber 19 in the outer end of saidhigh-pressure cylinder, the closure of this end being necessary inlocomobile-engines to prevent access of dust and dirt to thevalve-casing and valves. The compression-chambers 17 are connected bypipes 21 and 22 with a valve-casing, and the flow of compressed airthrough said valvecasing is controlled by a suitablevalve, so as toclose the outlet of one pipe and uncover the outlet of the other,according as the highpressure cylinder of one engine makes its suctionor out stroke and that of the other its forcing or in stroke, as will bereadily understood.

In Figs. 13 to 15 I have shown a well-known construction of valve casing23 and ballvalve 24, controlling the flow of air through pipes 21 and22.

In Fig. 15 I have shown the left-hand high- .pressure cylinder about tomake its forcing or in stroke, the right-hand high-pressure cylinderbeing about to make its suction or out stroke, the ball-valve 24 closingpipe 22.

In order to admit air to chamber 17, each pipe 21 and 22 may be providedwith an airintake controlled by an inwardly-opening check-valve 25,though these air-intakes may be applied to the pumping-chambers 17, aswill be readily understood.

To the outlet branch 26 of valve-casing 23 is connected the pipe,preferablya flexible pipe, through which air is supplied to theliquid-fuel tank or to an air-reservoir connected therewith or to thecombustion-chamber of the steam-generator.

I have hereinbefore stated-that the tubular extension 6 of low-pressurecylinder-head cis double-walled or composed of two concentric tubes,forming between them a steam-chamber 5. The inner tube extends beyondthe outertube and is screwed into the stationary abutment f, serves as asupport therefor, and also constitutes the open-ended valve-casing Z,and has ports 27 and 4 in communication with the high and low pressurecylinders, respectively, and auxiliary ports 28 and 29.

Between the points of connection of the extension 6 and the chambers gin abutmentf said extension has a head provided with steam-passages 11between each two ports 27, Fig. 6, and near its lower end said extensionis constructed as shown in Fig. 8, 12 indicating the passages leadingfrom the chamber in the low-pressure cylinder to annular steam-space 5.The lower end of said extension is constructed as shown in Fig. 9, whichare suitably packed to form a steam-tight joint with the casing, and tothe lower head 36 of said valve is secured the valve-rod 40, pivoted toone end of arock-lever45, mounted on a spindle 46, having its bearingsin one end of link 47, mounted on a spindle 48 in brackets 49 on thecap-plate m for the lowpressure cylinder-heads c. To the opposite endof. the rock-lever is connected a rod50, which in turn is connected withthe free end of a lever 51. The lever 51 is connected, through a rod 52,with a block 53, that is displaceable in a segmental slot in-aquadrantlever 41, arranged to oscillate on a fixed pivot 41, midwaybetween the ends of i the slot in said quadrant-lever, which latter issecured to a block 70, having a lug provided with a bearing for said pin41, on which the block is free to oscillate. The quadrant-lever41'isconnected, through a rod 42, with a pin on the free end of aradial arm43 on the crank of the crank-shaft q, so that as the crank rea volves anoscillating or rocking motion is imparted to the quadrant andtherethrough to the lever 51, which latter imparts a recipro eatingmotion to the valve-rod 50. and there through to the valve 30. The block53 is also connected, through rod 59, with a rock-lever 60 on a shaft61, common to the rock-levers 1 the valve having its maximum travel, the

high-pressure piston-cylinder b being shown at half-stroke and the valvein position to establish communication between the interior of the valve30 and the high-pressure pistoncylinder 1) through valve-casing ports 27and valve-ports 33 and between the interior of the valve and thelow-pressure cylinder through valve-ports 31, casing-ports 4, andpassages 9, the edges of valve-ports 32 uncovering casing-ports 28, thusplacing the valve in communication with the live-steam spaces '5. Livesteam from spaces 5 will therefore be admitted through-ports 28 and 32,the valve 30, and ports 31 4 to the low-pressure cylinder and throughvalve 30 and the ports 33 and 27 to the high-pressure piston-cylinder.Owing to the greater area of the low-pressure piston-face of thepiston-head 55 of the highpressure piston-cylinder, the latter will makeits outstroke. At the completion of the outstroke of the high-pressurepiston-cylinder and valve the latter will be in a position to place theports 27 of said cylinder in comm unication with the live-steam spaces 5of the valve-casing e through the ports 29 and the annular passage 34between the valve and its casing, while the ports 4 will establishcommunication between the low-pressure cylinder and the exhaust-chamber7 through the valve-casing below the valve, the high-pres surepiston-cylinder making its instroke under the action of live steam. Atthe completion of this second instroke of the high-pressure cylinder andvalve the latter will be in position to place the ports 27 and 33, theports 4 and 31, and the ports 32 and 28 in communication, so that steamfrom high-pressure piston-cylinder will exhaust into low-pressurecylinder and live steam will at the same time be admitted to saidlow-pressure cylinder through ports 28 and 32 during a portion of thestroke determined by the lead of the valve, the engine now workingsemicompound, the crank-shaft revolving in a given direction. If itbecomes necessary to reverse the rotation of said crank-shaft, the lever62 isdepressed to cause the block 53 to move to the opposite end of theslot in quadrant-lever 41, thereby reversing the oscillations of saidlever, and consequently the reciprocating movements of the valve-rod 50,as will be readily understood. When the increased power of the enginederived from the de* scribed semicompound action is no longer needed,the valve-gear is adjusted so as to reduce the travel of the valvesufficiently to cause the engine to work compound. This is effected asfollows, it being assumed that the valve-gear is in the position shownin Fig. 3: Lever 62 is moved until the pin on the sliding block 53, towhich the link 52 is pivoted, assumes a position nearer to the neutralcenter 41 of the quadrant-lever 41, thereby shortening the travel of thevalve to such an extent as to prevent the admission of live steam fromsteam-spaces 5 in valve-casing 6 through the ports 28 and 32 on theoutstroke, the valve 30 being then in a position to place thehigh-pressure piston-cylinder in communication with the low pressurecylinder through ports 27 33, valve 30, and ports 31 4, auxiliary ports28 32 being closed, the lowpressure stroke being elfected by expansionof steam from high-pressurepiston-cylinder. At the completion of saidlow-pressure stroke the valve will be in a position to establishcommunication between the high-pressure piston-cylinder and thelive-steam spaces 5 through the auxiliary ports 29 and annular passage34, while the low-pressure cylinder is placed in communication with theexhaustchamber 7 through ports 4 and the valve-casing below valve 30,and so on, the crank-shaft revolving in a given direction. To reversethe rotation of the crank-shaft, the reversinglever 62 is moved,asbefore described,to bring the block 55 to the opposite side of theneutral center 41 of quadrant-lever 41.

It will be observed in the described arrangement of valve-gear it isimpossible to establish a lead to the valve by setting the crank 43 inadvance of a given right angle from the crank on the crank-shaft q,because if the rotation of the latter were reversed this lead wouldbecome a lag. Now in order to give the valve the proper lead, whatevermay be the direction of rotation of the crank-shaft, I connect thepivot-pin 63, that connects rod 52 with lever 51, to the rod through thelink 64, as hereinabove described, whereby a motion independent of thatof the valve-gear is imparted to said lever 51, and consequently to thevalve-rod 50, in view of the fact that rod 65 is connected with thehigh-pressure piston-cylinder.

If slide-block 53 were moved so that the axis of its pin, to which rods52 and 59 are connected, will be in line with the neutral center 41 ofquadrant-lever 41, there will be no motion imparted to rod 52 by theoscillation of said lever 41; but if the crank-shaft were turned by handthe motion of the highpressure piston-cylinder would impart motion tolever 51 through rod 65 and link 64, which motion is transmitted to thevalve-rod and valve and determines the lead of the latter. Inasmuch asthe valve travels synchronously with the high-pressure piston-cylinderthis lead will be the same whatever the direction of rotation of thecrank-shaft, as will be readily understood.

As shown in Fig; 3, the piston 55 of the high-pressure cylinder is alsochambered to form a dead-air chamber 56, the inner and outer heads ofsaid piston being spaced by a spacing-ring suitably packed, said innerhead seating on an aunularshoulder and said outer head being bolted tothe piston. This construction materially facilitates the tooling of thepiston, and as the chambered head 0 of the low-pressure cylinder at isseated on the cap-plate h, which latter is bolted to the lowpressurecylinder, as shown in Fig. 1, it is merely necessary to disconnect thevalve-rod 40 from its rock-lever 4:5 and remove the said cap-plate inorder to remove the cylinderhead and its extension 6 by unscrewing thelatter from the stationary abutmentf or for removing the high-pressu recylinder from the low-pressure cylinder, in which case it is of coursenecessary to disconnect said high-pressure cylinder from the crank-shaftand from the rod of the reversing-gear, as will be readily understood.

Having thus described my invention, what I claim as new therein, anddesire to secure by Letters Patent, is-

1. In a telescopic engine, the combination with a low-pressure cylinder,a stationary abutment and a high-pressure piston-cylinder working insaid low-pressure cylinder and on said abutment; of a valve-casingarranged axiallyin said cylinders a steam-chest in communication withthe live-steam inlet surrounding said casing, the latter provided withports in communication with the steam-chest and the high and lowpressure cylinder, and avalve in said casing organized to control saidports to cause the engine to work compound, for the purpose set forth.

2. In a telescopic engine, the combination with a low-pressure cylinder,a stationary abutment and ahigh-pressure piston-cylinder working in saidlow-pressure cylinder and on said abutment; of a valve-casing arrangedaxiallyin said cylinders,a steam-chest in communication with thelive-steam inlet surrounding said casing, the latter provided with portsin communication with said steam-chest and the high and low pressurecylinders, and a valve movable in said casing and organized to controlsaid ports to cause the engine to work compound or semicompound, for thepurposes set forth.

3. In a telescopic engine, the combination with a low-pressure cylinder,a stationary abutment and a high-pressure piston-cylinder working insaid low-pressure cylinder and on said abutment; of a valve-casingarranged axially in said cylinders,a steam-chest in communication withthe live-steam inlet surrounding said casing, the latter provided withports in communication with the steam-chest and with the high and lowpressure cylinders, a valve in said valve-casin g organized to e011-trol said ports and cause the engine to work either compound orsemicompound and means for varying the travel of said valve to changethe operation of the engine from compound to semicompound and viceversa, for the purposes set forth.

4. In a telescopic engine, the combination with a low-pressure cylinder,a stationary abutment, a high-pressure piston-cylinder working in saidlow-pressure cylinder and on said abutment and the crank-shaft connectedwith the high-pressure cylinder; of a valvecasing arranged axially insaid cylinders, a steam-chest, in communication with the livesteaminlet, surrounding said valve-casing, the latter provided With ports incommunication with said steam-chest and with the high and low pressurecylinders, a valve in said casing organized to control said ports tocause the engine to work compound, and a reversing-gear connected withsaid valve for changing the direction of rotation of the engine, for thepurpose set forth.

5. In a telescopic engine, the combination with a low-pressure cylinder,a stationary abutment, a high-pressure piston-cylinder working in saidlow-pressure cylinder and on said abutment,and the crank-shaft connectedwith said high-pressure cylinder; of a valve casing arranged axially insaid cylinders, a steam-chest, in communication with thelivesteam inlet,surrounding said valve-casing, the latter provided with ports incommunication with said steam-chest and with the high and low pressurecylinders, a valve in said casing organized to control said ports andcause the engine to work either compound or semicompound, areversing-gear connected with the valve for changing the direction ofrotation of the crank-shaft whether the engine works compound orsemicompound, and mechanism controlled by the reversing-gear for varyingthe travel of the valve and thereby changing the operation of the enginefrom compound to semicompound or vice versa, for the purposes set forth.

6. In a telescopic engine, the combination with the low-pressurecylinder having a chambered head connectible with a source of live-steamsupply, a chambered stationary abutment, and the high-pressurepiston-cylinder working in said low-pressure cylinder and on saidabutment; of a valve-casing arranged axiallyin said cylinders,asteanrchest encompassing said valve-casing, said steamchest in perpetualcommunication with the chambers in the low-pressure cylinder-head andstationary abutment, said valve-casing provided with suitable portsincommunication with the steam-chest and with the high and low pressurecylinders, and a valve in said casing constructed to control said ports,substantially as and for the purpose set forth.

7. In a telescopic engine, the combination with the lowpressure cylinderhaving a chambered head connectible with a source of live-steam supply,a chambered stationary abutment, and the highpressure piston-cylinderworking in said low-pressure cylinder and on said abutment; of a tubularvalvecasing secured to said chambered head of the low-pressure cylinderand carrying the abutment, a steam-chest encompassing the valvecasing,said steam-chest in perpetual communication with the chambers in thelow-pressure cylinder-head and the abutment, said valve-casing providedwith suitable ports in communication with the steam-chest and with thehigh and low pressure cylinders and a valve in said casing constructedto control said ports, substantially as and for the purposes set forth.

8. In a telescopic engine, the combination with the low-pressurecylinder having a chambered head connectible with a source of live-steamsupply, a chambered stationary abutment, and the high-pressurepiston-cylinder working in said low-pressure cylinder and on saidabutment; of a tubular valvecasing secured to said chambered head of thelow-pressure cylinder and carrying the abutment, a steam-chestencompassing the valvecasing, said steam-chest in perpetualcommunication with the chambers in the lowpressure cylinder-head and theabutment,said valve-casing provided with suitable ports in communicationwith the steam chest and with the high and low pressure cylinders and atubular valve closed at both ends and constructed to control said ports,substantially as and for the purpose set forth.

9. A telescopic engine, comprising a stationary cylinder provided withan extension, a crank-shaft mounted in said extension, a stationaryabutment, a piston-cylinder having reciprocating motion in saidstationary cylinder and on said abutment,said piston-cylinder likewiseprovided with an extension guided by the extension of the low-pressurecylinder, and a connection connecting the extension of thepiston-cylinder with the crankshaft, for the purpose set forth.

10. In a telescopic engine, the combination with a low-pressurecylinder, a stationary abutment, a high-pressure piston-cylinder workingin said low-pressure cylinder and on said abutment, an air-intake incommunication with the outer end of the low-pressure cylinder wherebyair is drawn into said end of the low-pressure cylinder on the instrokeof the high-pressure piston-cylinder, and means preventing the air fromescaping through said intake on the return stroke of said high-pressurepiston-cylinder;. of a pipe in communication with the air-chamber insaid low-pressure cylinder andvwith the exhaust-passage of the engine,and means for diverting the flow of air from said exhaustpassage, forthe purpose set forth.

11. In a telescopic engine, the combination with a low-pressurecylinder, a stationary abutment, a highpressure piston-cylinder workingin said low-pressure cylinder and on said abutment, and an air-chamberin the outer end of said high-pressure piston cylinder adapted toexhaust into the corresponding end of the low-pressure-cylinder on theinstroke of said high-pressure piston-cylinder, an air-intake for saidair-chamber and means'preventing the air therein from escaping throughsaid intake on the outstroke of said high-pressure piston-cylinder; ofapipe in communication with the air-space in the low-pressure cylinderand with the exhaustpassage of the engine, and means for diverting theflow of air from said exhaust-passage,

for the purposes set forth.

12. In a telescopic engine, the combination with a low-pressurecylinder, a stationary abutment, a high-pressure piston-cylinder workingin said low-pressure cylinder and on said abutment, an air-intakein-communication with the outer end of the low-pressure cylinder wherebyair is drawn into the same on the instroke of the high-pressurepistoncylinder, and means for preventing such air from escaping throughsaid intake on the outstroke of said high-pressure piston-cylinder,-apipe-coupling and pipes leading therefrom to the outer end of thelow-pressure cylinder and to the exhaust-passage of the engine, and abranch pipe leading from said coupling; of a check-valve in the pipeleading from the coupling to the aforesaid exhaustpassage, for thepurposes set forth.

13. In a telescopic engine, the combination with a low-pressurecylinder, a stationary abutment, a high pressure piston -cylinderworking in said low-pressure cylinder and on said abutment, anair-intake in communication with the outer end of the low-pressurecylinder whereby air is drawn into the same on the instroke of thehigh-pressure pistoncylinder, and means for preventing such air fromescaping through said intake on the outstroke of said high-pressurepiston-cylinder, a pipe-coupling and pipes leading there- .from to theouter end of the low-pressure cylinder and to the exhaust-passage of theen- IIO gine, and a branch pipe provided with a regulating-cock leadingfrom said coupling; of a check -valve in the pipe leading from thecoupling to the aforesaid exhaust-passage, for the purposes set forth.

14. A locomobile-engine comprising twin telescopic compound engineshaving a common exhaust-passage and comprising each a low-pressurecylinder, a stationary abutment and a high-pressure piston-cylinderworking in said low-pressure cylinder and on said abutment; air-intakesin communication with the outer ends of the high and low pressurecylinders whereby air is drawn into the same on the instroke of thehigh-pressure pistoncylinder and means for preventing such air fromescaping through said intakes on the outstroke of said high-pressurepiston-cylinder; in combination with a four-way pipecoupling, and pipesconnected thereto and in communication With the air-spaces in theconnected with the said coupling and in communication with theexhaustpassage of the engines, and pressure-controlled means fordiverting the flow of air from said exhaust-passage through a fourthpipe connected with said coupling, substantially as and for the purposesset forth.

15. A locomohile-enginc comprising twin telescopic compound engineshaving a common exhaust-passage and comprising each a low-pressurecylinder, a stationary abutment and a high-pressure piston-cylinderworking in said low-pressure cylinder and on said abutment, air-intakesincommunication with the outer ends of the high and low pressurecylinders whereby air is drawn into the same on the instroke of thehigh-pressure pistoncylinder, and means for preventing such air fromescaping through said intakes on the outstroke of said high-pressurepiston-cylinder; in combination with a four-way pipecoupling, and pipesconnected thereto and in communication with the air-spaces in the highand low pressure cylinders, a third pipe the engine, and means fordiverting thefiow meeting the air-chamber with the eXhaustpassage of theengine, a branch pipe connected with said relief-pipe, and apressurecontrolled check-valve in the last-named pipe on the exhaustside of the branch pipe, for the purposes set forth.

18. In a telescopic engine, the combination with the low-pressurecylinder, the stationary abutment and the high-pressure pistoncylinder,both said cylinders closed at their outer ends; of means for preventingcompression of air in the said cylinder ends, for the purposes setforth.

19. The combination-with a telescopic engine comprising a low-pressurecylinder, a stationary abutment and a high-pressure piston-cylinderworking in said low-pressure cylinder and on said abutment; of apumpcharnber, and means for drawing air into and forcing such air fromsaid chamber by the reciprocating movements of the piston-cylinder, forthe purposes set forth.

In testimony that I claim the foregoing as my invention I have signed myname in presence of two subscribing witnesses.

WILLIAM SCHNEIDER.

Witnesses:

JOHN M. WALLACE, O. A. WACHS.

